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L. GJRILEY.

SYSTEM GT CONTROL. APPLICATION rLEo nu 6. Isls.

1 ,3 1 2,752. Patented Aug. 12, 1919.

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INVENTOR Lynn G. Ri/e y ATTonNax m2 Nm L. G. RILEY.

SYSTEM 0F' CONTROL.

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LYNN G". RILEY, OF WILKIN'SBURG, PENNSYLVANIA, ASSIG-NOR TO WESTINGHOUSE ELECTRIC ANI) MANUFACTURING COMPANY, A CORPORATION OF PENNSYL- VANIA.

SYSTEM 0F CONTROL.

Specication of Letters Patent.

Patented Aug. 12, 1919.

' Application led May 6, 1915. Serial No. 26,866.

To all whom it may concern:

Be it known that I, LYNN G. RILEY, a citizen of the United States, and a resident of Wilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Imp-rovement in Systems of Control, of which the following is aspecication.

My invention relatesto systems of control, and it has special reference to the multiple-unit control of electric railway vehicle motors and the like.-

The object of my invention is to provide simple and inexpensive means whereby two or more'dissimilar systems of control', belonging respectively to the several cars of a train, may be caused to operate concurrently and may be governed from aV single point upon the train. Y

More speciically stated, Vthe object of my invention is to provide means, preferably in the form of a change-over switch, that is adapted in its respective positions to permit independent energizationV of the auxiliary control systems and associated train-line conductors from dissimilar sources of energy to eifect the desired concurrent operation.

In the prior control systems ofthe general class under consideratiomwhen the connection for the auxiliary governing system is changed from a low to a high-voltage source, such as from a storage battery to the main supply-circuit, a set of relays is customarily employed in connection with the train-line conductors to indirectly energize the governing` system and to prevent the transmission of relatively high voltage to the actuating coils of the various switches.

According to my present invention I provide a system embodying a Y change-over switch for readily Vpermitting concurrent operation of dissimilar control systems without requiring the use of a large number of relays, as more fully set forth hereinafter.

In the accompanying drawings, Figure 1 is a diagrammatic view of the main circuits of a system of control embodying my invention; Fig. 2 is a diagrammatic Yview of an auxiliary governing system for the main-circuit system shown in Fig. Land employing relatively liligh-volta'ge or supplycircuit energization; Fig. 3 is a detailed diagrammatic view of a main circuit switch and an associated electrical interlock of a familiar type; Fig. 4 is a diagrammatic view of a change-over drum-type switch employed in connection with my invention; F ig. 5 is a diagrammatic view of my auxiliary governing system having a set of eircu't connections similar to those shown in Flg. 2 and which are adapted for relatively low-voltage or battery energization; and Fig. 6 is a sequence chart of well-known form for indicating the sequence of operation of the various motor-controlling switches that are illustrated in Fig. 1.

Referring to Fig. 1 of the drawings, the system here shown comprises a pair of suitable main supply-circuit conductors respectively marked Trolley and Ground; a plurality of electric motors respectively having armatures A1 and A2 and corresponding field magnet windings F1 and F2; a reversing switch RS, preferably of the solenoid-controlled drum type, for reversing the electrical relations of the corresponding armatures and field windings, a plurality of main-circuit motor-controlling switches LS1, LSE, M2, G, JR and J a main-circuit resistor, the sections of which are respectively adapted to be short-circuited by switches R1 and R2; a second main circuit resistor, the sections of which are respectively adapted to lbe short-circuite-d by switches RRI and RRQ; another series acoelerating resistor LR; a pair of switches F01 and F02 that are associated with the lield magnet winding F1 and are respec tively adapted to connect the full field winding and a predetermined portion thereof in circuit; another pair of Yswitches FC3 and FCet that are similarly associated with the field magnet winding FQ.; a plurality of cut-out switches various switches that are illustratedfin Fig. 1; a control resistor CR that is connected across the main supply circuit and is adapted to supply a suitably low voltage to the various actuating coils; a plurality of suitable train-line conductors TL; a combined master controller and master reverser MC for energizing the various actuating coils in accordance with the sequence chart of Fig. 6 and that is adapted to occupy a plurality of operative positions a., b, 0 and d in a forward direction, corresponding to series-parallel motor operation, and a plurality of operative positions a and b in a reverse direction, corresponding to series operation; a plurality of relay switches RL1 and RL2 that are energized from the main supply circuit and are adapted to close predetermined circuits rom the control resistor CR; a plurality of auxiliary-circuit switches S1 and S2, of well-known types; a plurality of auxiliary resistors AR1, AR2 and ARB that are respectively connected in series circuit relation with the actuating coils of the familiar reset switch and of the forward and reverse actuating coils of the reversing switch RS; a plurality of electrical interlocks that are associated with the respective main circuit switches in the familiar manner illustrated in Fig. 3; and a plurality of other electrical interlocks or contact members Ch.O-1 and Ch.O-14 that are disposed upon the change-over switch Ch.O, illustrated in Fig. 4, and that are adapted to become operative when the change-over switch is actuated to its position corresponding to high voltage operation.

Assuming that the change-over switch' Clt() occupies its high-voltage position to permit of concurrent operation of the system shown, from the train-line conductors TL, with a plurality of dissimilar systems on other vehicles (not shown), such other systems also employing high-voltage auxiliary-system energy, that the main reversin switch RS occupies its reverse position, an that the master controller MC is actuated to its initial operating position a, the operation of the auxiliary governing system may be set forth as follows: a circuit is first established from the trolley, through conductor 41, the auxiliary switch S1, conductor 42, interlock Ch.O-7, conductor 43, control fingers 44 and 45 which are bridged by contact segment 46 of the master controller, conductor 47, control lingers 48 and 49 which are bridged b contact segment 50, conductor 51, interloc Ch.O-9, the control resistor CR and conductor 52, to ground.

Another circuit is simultaneously established from control inger 49, through conductor 53, control fingers 54 and 55 which are bridged by contact segment 56, conductor 57, interlock CRO-2, the auxiliary resist/or ARQ, conductor 58, contact segment 59 of the reversing switch RS in its reverse position, conductor 60, the forward actuating coil f of the reversing switch conductors 61, 62 and interlock CRO-14 to the negative conductor.

With the main reversing switch RS in its forward position, as illustrated in the drawing, a circuit is then established from contact segment 59 thereof, through conductors 64 and 65, interlock Ch.O-12, the seriesconnected actuating coils of the switches F01 and FC3, interlock PC2-out and conductor 66 to conductor 62.

A further circuit is established from an intermediate point 67 of the control resistor CR through interlocks Ch.O-13 and FG1- in, conductors 68, 69 and 70, interlocks Cho-10, conductor 71 and the actuating coil of the switch LS1 to conductor 62.

Still another circuit is established from a point 72 of relatively high voltage of the control resistor through interlock CRO-11, conductor 73, interlocks FC3-in and J- out, conductor 74, actuating coil of the switch JR, conductor 7 5, interlock 76-M2- out, conductor 77, and conductor 68 to the intermediate point 67 of the control resistor. The motors are thus connected in series circuit relation with all of the accelerating` resistors in circuit.

Upon movement of the master controller MC to its second operative position b, a circuit is established from energized contact segment 78, through control finger 79, conductor 80, interlock CnC-6, the actuating coil 8l of the relay switch RL2 and conductor 82 to ground. A circuit is. thereupon completed from conductor 70, through conductors 83 and 84, cooperating stationary and movable contact members 85 of the relay switch RL2, conductor 88, switch blade 89, of a switch SW, conductor 90, interlocks .TR-in, conductors 92 and 93, interlocks FC3-in, conductors 94 and 96, interlocks 97-LS2-out, conductor 98, the actuating coil of the switch LS2, and interlock LS1- in to conductor 66. The accelerating resistor LR is thus short-circuited to effect a predetermined degree of acceleration of the motors.

Another circuit is then established from conductor 74, thro-ugh the actuating coil of the switch Rl, interlock 99-R1-out, conductor 100, interlock 101-JR-in, conductor 102, interlock 103-M2-out, conductor 104, interlock 105-LS2in, co-nductor 106, coperating contact members 107 of the limit switch L1, provided the switch has dropped to its lower position after the closure of the switch LS2, conductor 108, coperating contact members 109 of the limit switch L2 in its lower position, and through conductor 94 back to the intermediate point 67 of the control resistor CR.

Y As soon asv the switch R1 is closed, its lll'gzng circuit Iis transferred through infck j99`filin 'and VV'omiluct'0I' 99?;110 conductor SiIiSto Vcinstitute Ya holding circuit of a familiar Yform;y Upon the closure ofthe switch R1, a circuit fis established from conductor 74 throughvthe actuatin VcoilV of the switch RRI, interlock 7110-; lil-lout, conductor 111', interlock'112-Y-R1-im and through conductor-100 to the conductor 68 in the man- 31er alreadytraced. Y ',tchesR2 andvRR`2are then proi y ofsed, dependent upon the limit switches, toy adually short-circuit the remaining acce erating resistors, in accordance with familiar practlce.

VTo ei'feet their transition of the motors from series to parallel relation the master controller MC may be moved to its operatposition c, whereupon al circuit 1s es- 'ta lished from energized contact segment 113 thereof through control linger 114, conductor 115, interlocksQ-COSfv-l-in and 00S- 2`1n, interlocks and actuating coil 116 of the relay switch RLl to ground. circuit is thereupon established from conductor 83, through cooperating contact members 117 of the relay switch RLl, conductor 118, switch blade 119 of the switch SW, conductors 120 and 121, interlock 122- RR2-in, conductor 123, theactuating coil of the switch J, and interlock G-out to the conductor 66. the switch J is As soon as closed, a holding circuit for its actuating coil is formed comprising interlock J-in, conductor 123 and the conductor 68;

The closure of the switch .I effects the opening of the switches JR and R1 to RR2, inclusive, by reason of the exclusion from their control circuits of the interlock J- out.

g The actuation of the master controller to its position vc eects the disengagement of control finger 79 and contact segment 78, thereby causing the vrelay switch RL2 to open. Y Y Y Y Y A circuit is next established fromV conductor 120 through interlock J--in, conductors 124 and 93, interlock FC3-in, conductor 94, cooperating contact members of the' limit switches L2 and L1, conductor 106, interlock 105-LS2-in, conductor 104, interlock 103-M2-out, conductor 102, interlock 125-JRf-out, conductor 126 and the parallel-connected actuating coils of the switches M2 and Grito conductor 63. The switch J is thereupon opened by reason of the exclusion from its control circuit of the interlock G-0ut, and the motors are dlsposed in initial parallel relation.

Assuming the master controller is moved to its final position d, as soon as the accelerating currentV decreasell Vto: a value sufficient to allow the limit switches to assume their lower positions, a circuit is established from conductor actuating coil of the switch R1, interlock ST-LRI-out, conductors 100 and 127, interlock 1,28@'-'ll/[24-"in, conductor 129, coperat ing contact members 109 of the limitlswitch L2', conductors 94, 93 and 92, interlock G in, conductor 90, and thence to the intermediate point 67 of the control resistor in the Vmanner already set forth, the relay switch RL2 having been again closed by reason of the engagement of contact segment 129 with the control finger 79, in position d of the 'master controller.

The'reinaining Vresistor short-circuiting Vs'w'vit'cvhes RRl, R2 and HB2 are then progressively movement of the limit switches, to gradually Vshowt-circuit the accelerating resistors and bring the motors to full parallel relation.

Upon the closure of the switch HB2, a circuit is established from energized interlock 130-RR2-in, through conductors 131 and 132, the parallel-connected actuating coils of the switches F02 and F04, conductor 133 and the interlock G--in to conductor 66, thereby excluding from circuit a portion of each of the field windings F1 and F2 to effect a further degree of acceleration of the motors, as will be understood.

As soon as the switch F04 is closed, the energizing circuit of its actuating coil is transferred through conductor 132, interlock F04-in and conductor 132a to the conductor 68,

Referring now to Fig. 5, which represents diagrammatically the auxiliary governing system that is employed to permit of concurrent operation of the main system with systems on other vehicles that embody relatively low-voltage or battery operation of their auxiliary governing systems, the system shown comprises the actuating coils for the various switches; the master controller M0; the train-line conductors TL; the various iterlocks that are associated with the main circuit switches; a source of energy such as a battery having sections B1 and B2; suitable swi hes SW1 and SW2 for the respective battery sections; and a plurality of interlocks 0h.O-21 to 0h.O-33 that are disposed upon the changeover switch 011.0 and are adapted to become operative when the switch occupies its lowvoltage operating position.

Assuming that the reversing switch RS occupies its forward operating position, that the change-over switch occupies its lowvoltage position, and that the master controller M0 is actuated to its initial operating position a, the operation of the auxiliary governing system here illustrated may be set forth as ollowsig A circuit is irst established from the posi- 74 through the closed, in accordance with the tive terminal of the battery section B1 through conductor 134 and the switch SW1 'to conductor 135 and from the ositive terminal of the battery section B2 t rough conductor 136 and the switch SW2 to conductor 135, whence connection is made to interlock Ch.O-28. One circuit is Vestablished from interlock Cho-28, through conductor 138 to train-line conductor 138, for permitting the energization of suitable conductors located in other vehicles that embody the same or a corresponding type of control system. Another circuit is established from the interlock Ch.O-28, through conductor 139, switch 140, conductors 141 and 142, interlock Cho-24, conductor 143 and associated train-line conductor 143. A further circuit is established from interlock Ch.O-28 through conductor 43, control lingers 44 and 45 which are bridged by Contact segment 46 of the mastel controller, conducto-r 47 control lingers 48 and 49 that are bridged by the contact segmenty 50, conductor 50, control lingers 54 and 55 which are bridged by the contact segment 56, conductor 57, interlock Ch.O-21, conductor 58, contact segment 59 of the reversing switch RS in its forward position, conductors 641 and 65, and interlock Cho-430 toa junction point 65", whence one circuit is completed through the actuating coil of the switch FC3 to a second junction-point 65", and another parallel circuit is completed through the actuatin coil of the switch FCI and interlock Ch. 31 to the junction-point 65h, from which point the circuit is completed through interlock FC2*out, conductors 66, 62 and 63 and interlock Ch.O-29 whence circuit is continued to the battery, as described below.

It will be observed that in the system under consideration, the auxiliary resistors AE1, AR2 and AR3 are not included in circuit by reason of the changes in the circuits that are effected by the movement of the changeover switch to its low-voltage position, the Reset coil and the actuating coils of the switch RS in this case being adapted for direct excitation from the battery, when desired.

A circuit is next established from control linger 49 of the master controller MC, through conductor 51, interlock Cho-26, conductor 146, switch 147, conductor 148, interlock ClLO-33, conductor 71, the actuating coil of the switch LS1, and conductor 62 to the interlock Ch.0`29.

A circuit is then established from interlock Chil-30 through conductor 149, interlocks Cl1.()*27, interlock out, conductor 75, the actuating coil of the switch JR, conductor 74, interlocks J-out FC3-out, and the junction interlock ChO- 29, whence circuit is completed through conductor 151, the switch SW1 and conductor F Cl-in, con-L ductors 150, 68 and 77, interlock 77- interlock JR-in, conductor 154, interlock i FC3-in, conductors 94 and 96, interlock 97LS2-out, conductor 98, the actuating coil of the switch LS2 and interlock LS1-in to conductor 66. The resistor LR is thus short-circuited to effect a predetermined degree of acceleration of the series-connected motors.

As soon as the limit switches L1 and L2 have dropped to their lower positions, a circuit is established from coperating contact members 107 of the limit switch L1 through conductor 106, interlock 105-LS2' conductor 104, interlock 103-M2out, conductor 102, interlock lOl-JR-in, conductor 100, interlocks 99-R1out and the actuating coil of the switch R1 to conductor 74. The switches R1, R2 and RR2 are next progressively closed in the manner already set forth.

To effect the transition of the motors from series to initial parallel relation, a circuit is completed upon the closure of the switch RR2 from the interlock Ch.O-24, through conductor 155, interlocks COS l in, COS2in, Ch.O-25, conductor 156, conductor 121, interlocks 122-RR2-in, conductor 123, the actuating coil of the switch J, interlock Gout and conductor 66. As soon as the switch J is closed, a holding circuit therefor is formed comprising interlock J-in, conductor 123 and conductor 68.

The closure of the switch J also effects the opening of the switches JR and R1 to RR2, inclusive, by reason of the exclusion from their control circuits of the interlock J out. The closure of the switches M2 and G is then effected in the manner set forth in connection with Fig. 2, and the switch J is next opened by reason of the exclusion from its control circuit of the interlock G-out, whereby the motors are connected in initial parallel relation. The subsequent progressive closure of the resistor short-circuiting switches is accomplished in the same manner as that already explained, and upon the closure of the inal switch RR2, the lield-changing switches F C2 and FC4 are closed for the purpose hereinbefore set forth.

It will be observed that in the system illustrated in Fig. 2, what may be termed a three-wire auxiliary governing system is employed, inasmuch as some of the actuating coils of the switches are energized by commetial; h conductors 74 and 68 to points 72 an 65T of the control resistor CR, respectively, WhereasV Vother coils are energized by being connected Ythrough conductors 68 and 63 to the intermediate point 67 and the ground, respectively. The point 67 is usually chosen so that the voltage at that point is substantially halfV of the voltage obtaining between the point 7 2 and the 1o ground. In this way all of the coils have approximately the Same voltage impressed upon them, irrespective of the particular encrgizingcircuit employed. On the other hand, in thesystemlfillustrated in Fig. 5, the

1 5 three conductors that are shown as associated with the control resistor CR in Fig.

2 are again employed, the intermediate conductor 68 being Vconnected to the positive terminal of thepbattery sections B1 and B2 through thereonductor 135, while the outer conductors 74 and 63 of the three-wire system are both connected to the negative terminal ofthe battery section through the conductor 151 Y In Figs. 2y and 5 of the drawing are disclosedtwo Y, separate sets of train-line conductors. One set of train-line conductors, which is shown in Fig. 2, is connected to all the unillustrated auxiliary control systems on other multiple-unit cars when the changeover switches Ch.O are set for line control and a second set of train-line conductors, which is shown in Fig. 5, is connected to all the auxiliary control systems of a different type on still other cars when the changeover switches 0b.() are set for lbattery control. The master controllers for operating the systems are similar in construction and all changes in the control circuits, to effect operation of the motor or motors by means 'Y of battery control or by line control, are effected by means of the change-over switches. The com lete operation of a system, when operated Xby line control, has been set forth in descr bin the connections illustrated in Fig. 2 and Vt e complete operation of a system operated by battery control has been set forth in describing the connections illustrated in Fig. 5.

It will thus be seenV that I provide a control means embodying a suitable Achange-over switch for permitting the energization of the actuating coils of the variousi switches and of tthe train-line conductors independently and directly,'that is, without the use of a large number of relay switches, from one or the other of dissimilar sources of energy in accordance with service conditions for effecting concurrent multiple-unit operation 6o with the respective systems (notrshown) employing said sources.

ldo notlwish to be restricted to the spe Yciri'c Vcircuit connections or arrangement of arts herein'set forth, as various modifican may be made within the spirit'and scope of my invention. I desire therefore, that only such limitations shall as are indicated inthe appended claims.

I claim as my invention:

1. In a system of control, the combination with an electric motor, a plurality of controlling switches therefor, a main supply circuit, and an auxiliary governin system for said switches, of a plurality o sources of energy for said auxiliary system, said sources ofenergy comprising a storage battery and an electromotive force derived from said supply circuit, and means adapted to occupy a plurality of positions for respectively adaptmg the auxiliary system for energization from the said sources.

2. In a system of control for an electric v ehicle, the combination with an electric motor, a plurality of controlling switches therefor, and an auxiliary governing system for said switches, of a plurality of dissimilar sources of energy, one of said sources of energy being local to the control system, and meansV adapted to permit the energization of said auxiliary system from any one source in accordance with predetermlned conditions. Y i

3. In a system of control, the combination with an electric motor a plurality of controlling switches therefor, and an auxiliary governing system embodying a plurality of actuatin coils for said switches, of a plurality o dissimilar sources of energy, one of said sources of energy comprising a. storage battery, anda multi-position controlling switch adapted in its respective ositions to permit the energization of sai actuating coils from therespective sources in accordance with service conditions.

4. In a system of control, the combination with an electric motor, a main supply circuit, a plurality of controlling switches therefor, and an auxiliary governing system embodying a plurality of actuating coils for said switches, of a plurality of sources of energyVY including a storage battery and an electromotive force derived from said su ply circuit, and a multi-position contro ling switch adapted in its respective positions to permit the energization of said auxiliary system from the respective sources independently.

5. In a system of control, the combination with an electric motor, a plurality of controlling switches therefor, and an auxiliary governing' system for said switches embodyinga lurality of train-line conductors, of a plurality of sourcesof energy, one of said sources of energy comprising a local storage battery, and a master controller for said :auxiliary system, and means adapted to permit the energlzation of the auxillaosystcm and of the train-iineconductors l m the respective sources Adlrectly and independently.

6. In a system of railway vehicle control adapted for multiple-unit operation with dissimilar systems and comprising an electric motor, a plurality of controlling switches, an auxiliary governin system for said switches embodymg a plura ity of trainline conductors, a plurality of dissimilar sources of energy for said auxiliary system, one of said sources of energy bein local to the control systems, and a multa-position switching device adapted to permit the energization of the auxiliary system and of the train-line conductors Y from the respective sources directly and independently, whereby said multiple unit operation obtains.

7. In a system of control, the combination with an electric motor, a plurality of controlling switches therefor, and a plurality of actuating coils for said switches, of a p-lurality of dissimilar sources of energy, a control resistor, a plurality of auxiliary resistors, and a multi-position switching device adapted when in one position to connect said control resistor across one of said sources and to effect the energization of certain coils from predetermined portions of said control resistors and to dispose other coils for energization from the corresponding source through said auxiliary resistors, and adapted when in another position to connect the actuating coils for direct energization from another source of energy.

8. In a system of control, the combination with an electric motor, a plurality of controlling switches therefor, and a plurality of actuating coils for said switches, of a supply circuit of relatively high voltage, a storage battery of relatively low voltage, a control resistor, a plurality of auxiliary resistors, and a two-position switching device adapted when in one position to connect said control resistor across said supply circuit and to eiiect the energization of certain coils from predetermined portions of said control resistor and to dispose the remaining coils for energization from the supply circuit through the respective auxiliary resistors, and adapted when in the other position to connect the actuating coils for direct energization from said battery.

9. In a system of control, the combination with an electric motor, a plurality of colltrolling switches therefor, anda plurality of actuating coils for said switches, of a plurality of dissimilar sources of energy, a translating device adapted to be energized from one of said sources, a plurality of conductors respectively adapted to be connected to different points of said translating device and certain pairs of which are adapted to `energize predetermined sets'of Ycoils under p-redetermined conditions, and means for connecting said conductors partly to the positive and partly to the negative terminals of another source of energy under other predetermined conditions to correspondingly energize said pairs of conductors.

10. In a system of control, the combination with an electric motor, a plurality of controlling switches therefor, and a plurality of actuating coils for said switches, of a supply circuit of relatively high voltage, a storage battery of relatively low voltage, a control resistor, a set of three auxiliary conductors respectively adapted to be connected to different points of said resistor to maintain a predetermined voltage between the in1 termediate and either outer conductor to energize predetermined sets of coils under predetermined conditions, and means for connectin said intermediate conductor to the positive terminal and the outer conductors to the negative terminal of said battery to correspondingly energize said conductors under other predetermined conditions.

11. In a system of control, the combination with a supply circuit, a plurality of electric motors and an auxiliary controlling system for governing the operation of said motors in series and in parallel relation, of a plurality of sources of energy for said auxiliary controlling system, and means for permittlng the energlzation of said auxiliary system from any one source when the motors are in series and in parallel relation.

12. In a system of control, the combination with a supply circuit, a plurality ojimotors, an auxiliary controlling system for governmg the operation of said motors in series and in parallel-circuit relation, and a local battery circuit, of means for selectively energizing the controlling circuit from said battery circuit and from the supply circuit.

13. In a system of control, the combination witha supply circuit, a plurality of motors, and an auxiliary control system for governing the operationof said motors, of a local battery circuit and a circuit connected to the main supply circuit for selectively energizing said auxiliary control circuit to operate the motors in series and in parallelcircuit relation.

14. In a system of control, the combination with a supply circuit, a plurality of motors, a local battery circuit, and an auxiliary control circuit for governing the operation of said motors, of two dissimilar sources of energy and means for energizing said auxiliary circuit from .either of said dissimilar sources to operate the motors in series and in parallel-circuit relation.

15. In a system of control, the combination with an electric motor, a supply circuit, an auxiliary control system for governin the operation of said motor, two sets o train-line conductors, and two dissimilar sources of energy respectively adapted to be connected te said sets of train-line conductors, of means for energizing said auxiliary .control system by energy supplied from either one of said dissimilar sources through said train-line conductors.

16. In a system of control, the combination with a supply circuit, a plurality of electric motors, an auxiliary control system for governing the operation of said motors in series and in parallel-circuit relation, two sets of train-line conductors and two dissimilar sources of energy respectively adapt- Oopies o! this patent may be obtained for ed to he connected to said sets of train-line conductors, of means for connecting the auxiliary control system to either set of train-line conductors to energize the auxiliary control system from either of said dissimilar sourees of energy.

In testimony whereof, I have hereunto subscribed my name this 29th day of April 1915.

LYNN Gr. RILEY.

five cents each, by addressing the "Commissioner of Patents, Washington, D. 

